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Fuel Volume versus MeterSolution
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Fuel Volume,Final Report,TASK FORCE REPORT Effective March 2011. IATA TECHNICAL FUEL GROUP TFG,TASK FORCE,International Air Transport Association. Montreal Geneva,1st Edition,DISCLAIMER,The information contained in this publication is. subject to constant review in the light of,changing government requirements and. regulations,No subscriber or other reader should act on the.
basis of any such information without referring,to applicable laws and regulations and or. without taking appropriate professional advice,Although every effort has been made to ensure. accuracy the International Air Transport,Association shall not be held responsible for. loss or damage caused by errors omissions,misprints or misinterpretation of the contents. Furthermore the International Air Transport,Association expressly disclaims all and any.
liability to any person whether a purchaser of,this publication or not in respect of anything. done or omitted and the consequences of,anything done or omitted by any such person in. reliance on the contents of this publication,No part of the Volume versus Weight may be. reproduced recast reformatted or transmitted,in any form by any means electronic or. mechanical including photocopying recording,or any information storage and retrieval system.
without the prior written permission from,Senior Vice President. Safety Operations Infrastructure,International Air Transport Association. 800 Place Victoria,P O Box 113,Montreal Quebec,CANADA H4Z 1M1. Fuel Volume versus Weight,IATA Technical Fuel Group TFG Task Force. 2011 International Air Transport Association All rights reserved. Montreal Geneva,Results Discussion,Acknowledgements.
IATA extends its thanks to all the Task Force members who spontaneously contributed their time and. talent in the main investigative effort and the numerous consultation sessions that led to this report. Special thanks to the Chairman of the Task Force Dan Maslowski of Commport Aerospace Services Ltd. who took over the task from Rim Najeh of Air France and led and diligently coordinated the work of the. Task Force and the contributions from a large and diverse group of companies and specialists. Additionally the Task Force thanks Tracy Boval of Synapteryx Inc for assisting in the final editing of the. The contributors to this report and the companies they represent are listed below. Baljet Michel IATA,Farmery Mike Shell Aviation,Flick Kevin UPS. Freeman David ASIG,Rios Galvan Alejandro ASA,Ginkel Van Arjan Micro Motion. Gore Daniel Anton Paar,Gunduz Resat Turkish Airlines Inc. Harris Greg Audit Air Inc,Hernandez De Gerencia ASA. Huber Natascha Anton Paar,Jones A Chris Exxon Mobil Aviation.
Jones Michael Boeing,Koch Jim Micro Motion,Maschler Eva Austrian Airlines. Mashimoto Yukio Japan Airlines, Maslowski Dan Chairman Task Force Commport Aerospace Services Ltd. Najeh Rim Air France,Schulze Marko Skytanking,Smith Rick Integrated Sensing Systems Inc. Tscharland Raphael SWISS,Walker Ross Airbus,Ulloa Rommy IATA. Zombanakis P George Continental Airlines,iii P a g e.
TASK FORCE REPORT,TABLE OF CONTENT,ACKNOWLEDGEMENTS III. SECTION 1 SUMMARY 1, REDUCES HUMAN ERROR GIVES MORE REPRESENTATIVE INFORMATION OF FUEL UPLIFTED1. A MECHANISM TO REDUCE AIRCRAFT OVER FUELLINGS 1,Recommendation 1 3. Recommendation 2 3,Recommendation 3 3,Recommendation 4 3. SECTION 2 RESULTS DISCUSSION 4,2 1 Background 4, 2 2 Equipment Overview Experimental Design Summary 4.
2 3 Results 7, 2 3 1 Discussion Point 1 Equipment Comparisons Advantages Disadvantages 10. 2 3 2 Discussion Point 2 Aircraft Over Fuelling Observations 10. 2 3 3 Discussion Point 3 Cost Benefit Analysis 11,SECTION 3 CONCLUSIONS RECOMMENDATIONS 14. 3 1 Conclusion 1 Potential to Reduce Human Error Provides More Representative Information of. Fuel Uplifted 14, 3 2 Conclusion 2 New Equipment Types Provides Mechanism to Reduce Aircraft Over Fuellings 14. 3 3 Conclusion 3 Likely to Satisfy the EU Carbon Emissions Trading Measurement Requirements. 3 4 Conclusion 4 Economic Benefit for New Equipment 15. SECTION 4 DEFINITION OF TERMS ACRONYMS 16,SECTION 5 REFERENCES 19. SECTION 6 APPENDICES 20,iv P a g e,Results Discussion.
SECTION 1 SUMMARY, This final report from the Fuel Volume versus Weight Task Force under IATA s Technical Fuel Group. TFG is a culmination of field studies and analysis conducted between 2008 through 2010 at five 5. airports Results indicate that the use of slipstream density meters and mass meters installed at airport. fuel delivery systems hydrant or at strategic points of fuel inflows to aircraft is an improvement to current. data collection practices Three specific benefits to airlines include 1 provides better ability to optimize. fuel loading for airline flight dispatching operations 2 allows more accurate measurements of densities of. the fuel loaded into plane and can be considered for calculating and reporting carbon dioxide CO2. emissions per flight under the European Union EU Environmental Trading Scheme ETS regulatory. requirements 3 enables a mechanism for improved fuel management and inventory control These. operational inventory accuracy and environmental benefits appear to be economically attractive to the. commercial aviation sector,Findings and Significance. Reduces Human Error Gives More Representative Information of Fuel Uplifted. Two different manufacturers of slipstream densitometers and two types of mass meters were tested All. equipment types were installed on hydrants and in parallel with traditional and current types of volumetric. metering used at most airports While airline operators require fuel information in weight kilograms or. pounds jet fuel is sold and delivered by fuel suppliers and into plane fuelling companies by volume litres. or gallons All equipment technologies tested provide both volume and weight measurements direct. readings or calculated measurements In general the equipment size and technology makes it easier for. installations to be at the closest point of delivery to the aircraft on the hydrant or at strategic points of fuel. inflows to aircraft This measurement would be more representative of the fuel that is uplifted than. current practices performed at most airports Observed densities were within a 1 difference from the. daily density measurements taken at airport storage tanks or using a proxy density measurement This. level of accuracy is material for the airlines as the report discusses the importance of temperatures and its. impact on fuelling amounts Automatic retrieval and transmittal of density mass data electronically to the. refuelling operator reduces human error from current manual measurements and daily results recording. along with providing a time stamp for audits,A Mechanism to Reduce Aircraft Over Fuellings. Aircraft fuel is one of the largest individual operating expenses for an airline This expense is about 20. to 30 of an airline s annual operating costs The Task Force s test runs showed that overage ranged. from 57 1571 pounds with an average of 686 pounds over 17 fuellings This excess calculated by the. flight dispatcher is not needed and results in dead weight and unnecessary costs The incorporation of a. slipstream densitometer or a mass meter would enable the refuelling operator to better monitor the fuel. uplifted on the aircraft by simultaneously comparing aircraft meter readings to readings the operator sees. on the fuelling equipment using the same unit of measure. While most airlines do not have tolerance levels for excess fuel it is also recognized that a zero fuel. volume overage is not always operationally practical However a more precise fuelling operations is. desired and if excess fuelling was minimized by an average of 63 or minimum overage of 50 250. pounds per flight this can result in an economic benefit of US 45 US 225 per flight or US 35 000. US 168 750 a day based on 50 of 1500 flights a day an airline may have. TASK FORCE REPORT, Likely to Satisfy the EU Carbon Emissions Trading Measurement Requirements. The EU s ETS Carbon Emissions reporting requires the aviation industry to commence participation. starting January 2012 While the final details for regulatory requirements are still to be determined it is. believed that the ETS s Monitoring Reporting and Verification MRV requirements will necessitate. equipment measurement and reporting capability accuracies to the 3rd decimal place of a density. measurement or have an equivalent tight tolerance It is anticipated that EU authorities will likely require. actual densities of fuel uplifted In addition it is believed that electronic capture and transmission of data. is likely to be the preferred protocol satisfying MRV requirements. The accuracy and sensitivity of density measurements are environmentally and financially important An. example of this is a calculation using a standard density of 0 800 g mL and a measured density of. 0 795g mL of one billion litres of fuel a year 17 000 barrels of jet fuel per day A mere 0 005 g mL. difference equates to over reporting of an annual fifteen thousand seven hundred fifty 15 750 tons of. CO2 emitted With a cost of fifteen 15 euros per ton of CO2 emitted this equates to two hundred and. fourth thousand 240 000 euros US 312 000 per year that an airline would be obligated to pay due to. not choosing to measure at better accuracy levels Conversely if measured density is 0 005 greater than. the standard density i e 0 805 then this could result in under reporting which might likely trigger other. regulatory consequences, One More Step Towards Better Fuel Management and Inventory Control for Airlines.
For airlines who buy fuel at airport not into wing and is common in the United States fuel inventory. balancing is a primary operating focus area of importance post each aircraft fuelling Airlines use the. weight of fuel as key parameter to determine proper operation for each flight and for balancing for. inventory control Specific improvements such as the slipstream densitometers or mass meters to. measure fuel weight uplifted and cross referencing it to the amount of fuel in the aircraft fuel tanks. furthers a more meaningful fuel stock reconciliation for inventory control management The errors. inherent in using conversion factors to calculate equivalent volumes of fuel from the weight of fuel would. be eliminated and weight would be directly correlated for fuel management balancing. Current airline practice at airport for airport purchased fuel excludes into wing. Amount of fuel Calculate volume Compare with the Compare to the. aircraft of fuel uplifted amount of fuel balance of fuel that. requires for from weight purchased should be available in. route weight volume inventory in airport,tank volume. Improved airline practice using direct in field measurements at airport excludes into wing. Amount of fuel Measure actual Recalculate weight Compare to the. aircraft fuel uplifted with to volume balance of fuel that. requires for densitometer or compare with the should be available in. route weight mass meters to amount of fuel inventory in airport. amt requested purchased tank weight,weight volume,Results Discussion. The following report further discusses all items above including general equipment characteristics its. installations in field trials and analysis of these measurements compared to those used per current. practices at the following airports Vienna VIE Newark EWR Mexico City MEX Cancun CUN and. Cleveland CLE,Recommendations, The Task Force suggests four 4 recommendations be implemented. Recommendation 1, On new hydrant systems and or hydrant refuelling vehicles install inline Coriolis mass meters that provide. both weight and volumetric measurement readings This new measuring system capability will aid in. better fuel management environmental regulatory reporting and cost savings. Recommendation 2, On current hydrant systems and or hydrant refuelling vehicles install slipstream densitometers as an.
adjunct to current measurement systems This will aid in better fuel management environmental. regulatory reporting and likely enhance cost savings. Recommendation 3, The industry technical and specification bodies such as the Society of Automotive Engineers SAE. should complete the development of standardized reference testing methodology for density meter. calibration for the aviation sector,Recommendation 4. The industry s on airport fuel systems standards guidelines should be updated by its authors like the Air. Transport Association ATA Joint Inspection Group Inc JIG and the IATA Fuel Quality Pool IFQP to. acknowledge that the accuracy requirements are the same for mass meters and volumetric meters as. primary metering systems,TASK FORCE REPORT,SECTION 2 RESULTS DISCUSSION. 2 1 Background, Aviation turbine fuel is typically purchased and dispensed in volumetric units of measure gallons or. litres Gross volumes of fuel are not corrected for temperature variation However it is mass or. weight which the airlines require to determine the amount of energy in the fuel needed for each flight. Therefore measurements of mass weight density or API gravity are key monitoring parameters. Current practices include fuel quality comparison checks of density or API gravity by . Fuel Volume versus Weight Final Report measure fuel weight uplifted and cross referencing it to the amount of fuel in the aircraft fuel tanks

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